Three-throw split switch



2 Sheets-Sheet 1.

(No Model.)

A. D. SIMPSON.

THREE THROW SPLIT SWITCH; No. 399,090. Patented Mar. 5 1889.

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2 Sheets Sheet 2.

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UNlTED STATES PATENT UErTcE.

ANSON DAKIN SIMPSON, OF TROY, NElV YORK.

TH REE-TH ROW SPLIT SWITCH.

SPECIFICATION forming part of Letters Patent No. 399,090, dated March 5, 1889. Application filed August 30, 1888. fierial No. 284,140- No model.)

2'0 all 2071,0771, it may concern.-

Be it known that I, ANSON DAKIN SIMPSON, a citizen of the United States, residing at Troy, in the county of Rensselaer and State of New York, have invented new and useful Improvements in Three-Th row Split-Switches, of which the following is a specification.

My invention relates to improvements in three-throw split switches; and it consists in the peculiar construction and combination of devices, that will be more fully set forth hereinafter, and particularly pointed out in the claims.

In the accompanying drawings, Figure 1 is a top plan view of a railroad-switch embodying my improvements, showing the same set for the main track. Fig. 2 is a similar view of the same, showing in solid lines the switch set for one of the side tracks, and showing in dotted lines the switch set for the other side track. Fig. 3 is avertieal transverse sectional view taken on the line of Fig. 1. Fig. at is a vertical longitudinal sectional view taken on the line y y of Fig. 1. Fig. 5 is a detailed elevation of the hand-lever to operate the switch.

A represents the main-track rail. ll repre sents one of the side-track rails, and C represents the remainingside-track rail, said sidetrack rails diverging from the main track at different angles. Arranged in line with the said main-track rail A is a split switch-rail, D, and arranged in line with the side track, 15, is a similar split switch-rail, E.

F G represent rectangular supportingframes, which are provided with vertical side and end flanges, and are arranged on one side of the track and in proximity to the switchrails D E, respectively. The end walls or flanges of the said horizontal transverse openings or recesses H, which receive a pair of reciprocating camplates, I K, and the side flanges or walls of the said frames form the guide for the said camplates, as will be readily understood.

The cam-plate l is provided at its outer end with a longitudinal slot, L, which communicates with an oblique slot, M, at its inner end. The plate K is provided at its outer end with the longitudinal slot N, which communicates at its inner end with frames are provided with an oblique slot, 0. The i said oblique slots 0 and M, which form continuation of the inner ends of the slots L N, extend obliquely in opposite directions on their respective cam-plates. Alengthwise-moving rod is guided in a pair of transverse openings in the sidewalls or flanges ot' the frame, near the inner end of said frame. The said rod is formed of two parallel members, P R, which are arranged, respectively, on the upper and lower sides of the cam-plate l, and are connected near their ends by intermediate blocks, S, said blocks being bolted between the said bars. A pivotal bolt, T, extends through central openings in said bars and through the slot in the plate I, and on the said bolt is journaled an anti-friction roller or sleeve, l which engages the said slot.

From the foregoing description it will be understood that when the plate I is moved longitudinally, if the sleeve or roller is in engagement with the oblique part of the slot, the rod P will be moved lengthwise at right angles to the said plate until the sleeve or roller enters the longitudinal portion L of the slot, and that while said longitudinal portion of the said slot is traversing the sleeve the bar P will be held stationary.

V represents a plate which is secured on the ground between the frame F and the proximate side of the track and has a vertical spindle, ll", on which is fulcruined a lever, X. One end of the lever is connected to the proximate end of the bar 1 by means of a link, Y, and the opposite end of the said lever is connected to the proximate end of the split switch-rail D by means of a link, Z. The said link has an extended portion, A, which passes under the base of the main track A, and has on its upper side a vertical arm, 13', which is bolted to one side of the switch-rail.

C represents a transversely-moiprocating bar, which is in all respects similar to the bar 1, and is guided in transverse openings in the sides of the frame G, and has a pivotal i pin or bolt provided with an anti-friction sleeve or roller that engages the slot in the cam-plate K.

Between the frame F and the proximate side of the track is secured a plate, E", which is in all respects similar to the plateor jack V, and on the spindle of said plate 15 fuliii crumed a lever, F, which is similar to the lever X, has its shorter end connected to the proximate end of the bar C by means of a link, G, and has its outer end connected to 5 the free end of the split switch-rail E by means of a link, H, which is in all respects similar to the link Z, hereinbefore described.

Arranged midway between and in line with the frames F G is a target frame or stand, I, in which is journaled a vertical shaft, K. At the upper end of the stand I is a semicircular plate, M, which has notches N and O at diametrically-opposite points in its perimeter, and a notch, P, midway between said notches or recesses. To the upper end of the shaft K is secured a lever-arm, R, which has a hand-lever, S, pivoted or-hinged thereto, said hand-lever having a detent or shoulder, S on its lower side thatis adapted to engage eitherof the notches in the semicircular plate, and also projecting from the said shaft K is an arm, 'l", which is in line with the leverarm R. A pair of links, U V, connect the arm T to the cam-plates I and K respectively. 2 5 From the foregoing description it will be understood that by turning the shaft L by means of lever-arm R the arm T and links U V will cause the cam-plates to move lengthwise in the same direction simultaneously, and when the switch is in its initial position set for the main track the detent S will be in engagement with the notch O, the sleeve T of the bar P will be in the inner end of the oblique portion M of slot L, the sleeve D of bar will be in the outer end of the longitudinal portion of slot N, and the levers X and F will cause their respective links Z and H to close the switch-rails D and E against the main-track rail, and against the side track rail, 0, respectively.

lVhenit is desired to direct a-train running in the direction indicated by the arrow in Figs. 1 and 2 onto the side track, B, the lever-arm R will be moved through onefourth of a circle, so as to cause its detent S to become engaged with the notch P, and thereby the arm T and links U and V will move the cam-plates I and K in the direction indicated by the arrow through a distance equal to one-half the stroke of the said plates. Inasmuch as the roller or sleeve in the bar P is primarily in engagement with the oblique portion M of slot L, as before stated,-it follows that the said oblique portion of the slot will impart longitudinal motion to the said bar P, and thereby turn the lever X 011 its fulcrum, so as to cause the link Z to move the free end of the switch-rail D from the maintrack rail A, and consequently set the switch for the side track, B, as illustrated in solid lines in Fig. 2.

As before stated, the sleeve or roller of the bar C" is primarily in engagement with the longitudinal port-ion N of the slot in the camplate K, and hence it follows that when the said cam-plate K is moved in the same direction with the plate I through half its stroke to accomplish the opening of the switch-rail D no longitudinal motion will be imparted to the bar 0, and consequently the switch-rail E will remain undisturbed and in position to direct the train onto the side track, B. hen the cam-plates are thus arranged, the sleeve U of bar P is at the entrance or inner'end of longitudinal slot L, and the sleeveD of bar C is at the entrance or inner end of the oblique portion 0 of the slot in ,cam-plate K.

In order to set a switch so as to direct the train onto the side track, 0, the shaft K is turned from the position last described until the dog or detent engages the notch N, and- The latter half of the corresponding motion of cam-plate K will be accomplished while the sleeve or roller D of the bar (3 is in the oblique portion 0 of its slot, and consequently the said bar C will be moved in a longitudinal direction and caused to operate the lever F and links H in such manner as to open the switch-rail E from the track 0 to the position illustrated in dotted lines in Fig. 2.

From the foregoing it will be understood that the switch-rails are not operated simultaneously, but successively, and thus three trains proceeding in the same direction, .or three separated sections of a single train going in the direction indicated by the arrow, may be directed one onto the main track; and one onto each of the side tracks with great celerity, thus enabling what is known among railroad people as a flying-switch to be effected without danger, as both of the switchrails are operated by the same person and the switchman is not compelled to move from one point to another to set the switches. In other words, a single stand and operating=lever suffice for the operating mechanism of both the switch-rails and enable the latter to be operated successively an d independently of each other.

Having thus described my invention, I claim- 1. The combination, in a three-throw switch, of the frames, the longitudinally movable plates therein having the oblique angled slots, the longitudinally-movable bars guided in the frames and having the bolts, sleeves, or rollers engaging the said. slots, whereby said bars are adapted to be operated, the levers X F and links connecting them to the respective bars and switch-rails, the shaft K, mounted between the frames and having the arm T, the links connecting the said arm to the plates, whereby the latter may be operated in unison,

and the lever attached to the shaft K, sub

stantially as described.

The combination, with the main track and side track, 13 O, and the switch-rails D E, of the frames, the longitudinallymovable plates guided therein and having the obliqueangled slots, the bars guided in the frames and having the bolts, sleeves, 0r rollers engaging the slots, for the purpose set forth, the levers and links connecting the bars to the switch-rails, and the operating-lever and connections, substantially as set forth, between the same and the slotted plates, whereby the latter will be moved in unison, substantially as described.

3. In a railway-switch-operating mechanlSlll, the combination, with the frame having the end and side flanges, the former being provided with the openings H, of the plate guided in said openings and between the side flanges, and provided with the oblique-a11- gled slot, the bar guided in transverse openings in the said flanges, and comprising the upper and lower portions arranged on the upper and lower side of the plate, and the blocks connecting the ends thereof, the bolt, roller, 0r sleeve secured to the bar and engaging the slot, the lever having one end connected to one end of the bar, and the link connecting the opposite end of the switch-rail, substantially as described.

In testimony that I claim the foregoing as my own I have hereto affiXed my signature in presence of two witnesses. V

ANSON DAKIN SIMPSON.

\Vitnesses:

AUGUSTUS BIGELMAN, LAURA JANE SIMPSON. 

